Dragonfly Builders and Flyers Newsletter - Issue

Volume 122
Getting Close….
Dragonfly Builders
and Flyers Newsletter
THE OFFICIAL VOICE OF DRAGONFLY BUILDERS AND FLYERS ALL
OVER THE WORLD
July/August 2006
Bob Johnson has been the recipient of the unofficial longest time spent building a Dragonfly at every tandem wing fly-in that I have ever attended. Bob
has a great sense of humor and laughs right along with everyone when he
talks about his build time, but pretty soon we are going to have to find someone else to pick on….Bob is getting VERY close to flying his MK-II. Below is
an article that Bob wrote about the building of his Dragonfly. I will include
more detailed photos in DBFN 123.
Jeff
Dragonfly MK-II N211DF
This story starts in 1978 when I met Ken Mitchell at the University Hospital
where I was employed as a Biomedical Equipment Repairman. I was working
the graveyard shift with Mike Pratt. Mike first met Ken who was working as supervisor of the housekeeping department. Ken was an interesting individual and
turned into a very good friend. He had a Ph.D. in Constitutional Law, and had
taught at many University's. He had retired from teaching and was working at
the hospital while his wife finished her career as a nurse. He had built a number
of aircraft the latest of which was a BD-4 that was finished in Guam. It was built
in the bedroom and the wall was cut to the floor on either side of the window and
laid down to get it out of the room. He had given Mike a ride in his airplane and
Mike told me of it and introduced me to Ken. Ken offered me a ride and I took
him up on it as I had once gotten a ride when I was in fourth grade in Casper
Wyoming. My teacher had arranged for the class to go to the airport and we got
to ride. Me being taller than the other students that went with me I got to sit up
front. I never forgot the ride and always wanted to learn to fly. I thought that because I didn't have a lot of money and could not afford to buy an airplane it
would never happen. I remarked to Ken after the ride I would like to have a
plane but it wasn't in my reach, as I couldn't afford to purchase one. He said
“well build one”. I said I couldn't do that. He remarked "How do you know, have
(Continued on page 2)
Inside this issue:
Bob Johnson’s MK-II
1
Wally Rennick’s MK-IIH
5
Builder Tips
9
DBFN Archive
11
Classifieds
12
DBFN 122 PAGE 1
(Continued from page 1)
you ever tried." So at that time I started looking for a plane to build and about that time
Popular Mechanics had an article on the Polliwagon which looked like a great plane. Ken
was thinking about building another plane
and was thinking about doing a composite
aircraft and started looking at the Q2 and the
Dragonfly. He went and looked at both planes
and said that the Dragonfly was the better
plane by far. I looked at the flyers and fell in
love with the bird's look and decided to pursue the Dragonfly over the Polliwagon. I purchased the plans and got serial number 211.
FUSELAGE IN A BOX
I then started to get the materials together, as
there was no kit for this design and read the
plans from start to finish. Having never done
any fiber-glassing, I had to learn it before I
was able to start on the plane. The plans were
geared to a person that had no experience
with these materials and the first chapter had
you build many sample pieces to learn how to
do this.
In 1983, once I had enough material i.e. the
foam, glass, epoxy and had built the workbench to build the plane on. This bench was
two feet wide and twenty feet long I started to
build the pieces for the fuselage. The fuselage
is made from Clark foam, which is white ureLEFT SIDE READY TO GLASS, RIGHT SIDE ON WALL
thane foam in varying thickness', one quarter,
one half, and three quarter inch being the majority of the foam. It came in sheets two feet by eight feet and was
glued together with micro, which is a mixture of epoxy and micro balloons. The sides consist of one sheet split
on the diagonal and glued to another sheet then three-quarter inch doubler was glued around the edges. This
was then glassed on the inside with staggered layers of glass from tail to front increasing in the number of plys.
I wasn't sure if I could do this by myself so I incorporated the help of my brother, Charlie, who was into hang
gliding at the time. After the first side I made the rest of the fuselage pieces by myself.
I continued to build the bulkheads and hotwire the wing and canard cores for the next
year. Then in 1985 I built the main wing,
building the shear web myself then when it
came time I enlisted the help of Charlie and a
few other people to do the bottom skin. It
took us about eleven to twelve hours to do the
glassing on the spar and skin. At that time I
was working in a single car garage that I had
BOTTOM READY FOR GLASSING
DBFN 122 PAGE 2
(Continued on page 3)
(Continued from page 2)
built from a carport and added a shop on the
end. It was eleven feet wide and I knocked
the wall between the garage and the shop to
get a room long enough to build the wing
and canard. It was very crowded and I had
the fuselage pieces hanging on the wall and
supported beneath the bench.
When the wing was done I built a bracket to
hang the wing on the wall and started to
build the canard, about this time they came
out with the inboard gear, but it was not
available for a period of time so I put the canard away. I purchased the materials for the
inboard gear when they became available.
This included a piece of aluminum channel,
quarter inch plywood, and two molded gear
legs. In the fall I built the canard and then
started putting the fuselage together still collecting bits and pieces and when an instrument became available on sale I would purchase it.
By the end of 1986 I had the fuselage assembled and glassed on the outside. I then spent
the next year putting in the controls and
starting on the panel work. The panel has
gone about three iterations before the current
panel came to be. The last part of that year I
designed the electronics for the switches and
the dimming circuits. The label for the
switches light up when the master is turned
on with BI-color LED's behind them. They
are red when off and green when on and they
are dimmable.
In 1987 I had visions of GRANDURE thinking that I would be flying very soon I applied for the N211DF registration number. I
continued this work and completed and installed the control surfaces through the next
years. Started filling and sanding the fuselage in the garage, then about mid 1990 I
rented a hanger and moved it out to the airport. I filled and sanded the wing outside
that summer, and started on the canard in the
fall. Wet sanding with cold water I had to
call it quits for the rest of the winter. At that
WING CORE WITH SHEAR WEB - note jig blocks for glassing.
CANARD, WING GLASSED FUSELAGE pieces on wall and
hanging from ceiling.
MOLD FOR REAR DECK READY FOR GLASS INSIDE
(Continued on page 4)
DBFN 122 PAGE 3
(Continued from page 3)
time I had a chance to get a hanger by putting in cash and sweat labor, but could not
pull it off by myself so I asked Charlie if he
would be interested in going in on the
hanger. That winter and next spring we built
the hanger that we are in. Once we had the
interior finished I moved the plane to the
new hanger and started filling and sanding.
Charlie also moved his boat in and repaired
it then I painted it to learn how to paint. My
sanding and filling went on until about 1996
when I painted it. I then started to complete
the engine installation and during the next
three years I figured out that the alternator
did not put out enough juice for all the electronics that I had installed. I installed dual
electronic ignition; HAPI split heads, geared
reduction starter motor, Geo Metro alternator, vacuum pump.
Then decided to Fuel inject the engine. I just
about had it ready to install on the plane
again when in the end of 1998 my position
went away at the hospital. This was disastrous as my salary took a nosedive.
ASSEMBLING THE FUSELAGE
I received an offer from Fuji Film Medical,
which I accepted but it put all work on the
airplane on hold. In 2003 that job went away
but I was in better shape and went back to
the University at a lower salary but this allowed me time to work on the plane. I spent
about two years learning about fuel injection
trying to adapt a GM controller to run on the
engine. I purchased components from C B
Performance, which was a little better but
still not good enough. I finally came to my
senses and took Justin Mace's advice and
purchased SDS controller out of Canada and
was able to get it to run as well as I wanted it
to.
After finally getting all of the little details
completed I had my Airworthiness inspection on 18 July 2006 and passed with two
squawks. I had my name on the nameplate
first last and it should be last, first; and a
couple of wires that he wanted isolated from
the engine mount. As soon as I get the
FUSELAGE ABOUT 1987
(Continued on page 5)
DBFN 122 PAGE 4
(Continued from page 4)
nameplate engraved I will
send him a notarized letter
and will have my Airworthiness in hand.
I have received the airworthiness certificate and have
about 15 hours on the engine
taxing around the airport.
DRAGONFLY N211DF COMPLETED
ROBERT “DESERT BOB” JOHNSON WITH HIS MK-II DRAGONFLY—N211DF
Bob is a really good sport with all the ribbing about how long he has been building, but the bottom line is
that he has stuck with it when life threw him some big curves. Most people would have given up and moved
on to something else. Bob has built a beautiful Dragonfly that he should be very proud of. Charlie is going
to conduct the first few flights for Bob. I hope that Bob and Charlie will both be flying their Dragonfly’s to
the Field of Dreams Fly-In in 2007!!
Jeff
DBFN 122 PAGE 5
Rennick Dragonfly
by Jeff LeTempt
I had the privilege of meeting Wally and Marlys Rennick from Saint James, MN (AZ in the winter) at the Field
of Dreams (FOD) Fly-in at Burlington, KS back in 2002. They are, as most Dragonfly enthusiasts are, VERY
nice people. My wife really enjoyed meeting Marlys and spending some time with here while the boys talked
about airplane stuff. They did not make it to any of the FOD fly-ins that I organized at Sullivan, but fortunately they did make it to the most recent FOD fly-in at Emporia. Wally is a retired shop teacher and is doing
some really nice work on his MK-IIH Dragonfly. Wally loaned me a bunch of pictures of his project at the
fly-in that I scanned in and mailed back. Maryls sent me a nice letter the other day….
Jeff,
Thanks for sending the Dragonfly newsletters, they arrived in fine shape. Wally has skimmed through them
all and found some good ideas and information. This week we painted all the small parts—the cowling, elevators, ailerons, rudder, wheel pants, and some trim pieces. So we only have 3 pieces left to paint in the
spring when we get back from AZ...the fuselage and 2 wings—HA!
We enjoyed the get together in Kansas. He got several good ideas to implement on his plane and was out
working the next morning on his plane.
Thanks again,
Wally & Marlys Rennick
P.S.—Hope to fly our Dragonfly to the fly-in next year!
Wally has incorporated a lot of really neat features, but he is also paying really close attention to the weight
and chances are his aircraft will weigh less than mine. Some really neat features in Wally’s airplane include
elevator anti-servo tabs, a glove (or pubs if you prefer) compartment, a set of very comfortable seats from (as
I recall) the back seat of a wrecked Buick, a Continental O-200 that has electronic fuel injection (EFI) and a
carburetor (only used as a back-up in the event of an EFI failure), a magneto and electronic ignition (EI) , and
automotive style air filter. Wally has incorporated wing fillets, a forward access hatch, auxiliary aft fuel tank,
full width header tank, and a forward hinging canopy. I can not wait to hear how everything works out and I
really hope to see Wally and Marlys fly their Dragonfly to the FOD fly-in next year!!!!
DBFN 122 PAGE 6
DBFN 122 PAGE 7
DBFN 122 PAGE 8
Builder Tips
A few issues ago I asked (make that begged) you guys to help me out with some newsletter article contributions….I will continue to ask (I mean beg) for builder tips, profiles, Dragonfly flying stories, or basically anything that you feel the other subscribers might find helpful or entertaining. Al Dziminowicz from Poughkeepsie, NY sent me a few tips that builders and flyers alike might find useful, and a watchful eye might pick up on
something of interest. I love looking for things in the background of photographs for the less obvious things
that may be more useful that the primary purpose of photograph….you never know what you might see.
In the photo above Al wanted to demonstrate what he has done to keep the tail wheel off the ground when he
ties his Dragonfly down on the ramp, but this would also be a very effective wheel chock. It is just an old aircraft tire, two 1/2” plywood circles (one on the top and one on the bottom), and three wood blocks between the
plywood circles. Cut a square hole in the top plywood circle for the tail wheel. Everything is screwed together with wood screws.
Something else you can see in this photo is the simple double spring tail wheel control system. The double
springs will decrease the sensitivity of rudder control inputs when the tail wheel is on the ground. When I first
started flying my MK-IIH with the plans specified tiller rod set-up I found that it was easy for me to over control the rudder while the tail wheel was on the ground during the take-off and landing roll outs. This very simple modification works very well and my entire tail wheel control system cost less than $5. I bought a couple
dog leashes at the dollar store (for $1 each) that had double springs, a couple feet of window sash chain (for
about .50 per foot), and six “s” hooks (for about .30 each).
Something else that every Dragonfly builder and flyer (if he does his own maintenance) will have to tackle at
some point is how to safely jack and support the airplane. You will certainly need to jack up the airplane once
in a while to repack wheel bearings or replace tires, but the plans did not include a hard point for jacking. It
does not take a rocket scientist (no pun intended Drew) to understand that you need to distribute the forces of
the jacking device unless you want a hole in the bottom of the fuselage or canard, but if you bought an already
(Continued on page 10)
DBFN 122 PAGE 9
(Continued from page 9)
flying Dragonfly you might not realize how important this is. I recently had a need to jack up a Dragonfly that
I was working on and I had boards and foam blocks stacked up and it was not the best way to do things. If you
just have to jack the airplane up an inch or two to change a tire and you have a helper, it is probably not a big
deal to just rig something up. If you need to jack the airplane up high enough to remove a MK-II gear leg, you
need to come up with a safe solution. Al sent me a few pictures of a fixture that he built out of some scrap
lumber to support an ordinary inexpensive hydraulic floor jack that most of us have in our shops.
In the upper left photo you can see the fixture and the piece of lumber that Al uses to distribute the load. I use
a piece of plywood about 12” x 12” with a piece of 1/4” thick foam pad to keep from scuffing the bottom of
the canard. In the upper right photo you can see the notches cut in the deck to keep the wheels from rolling
around. In the lower left photo you can see the rig in operation with a support structure that serves like a jack
stand. If you are removing your MK-II gear legs (or a variety of other tasks) you will want to make sure that
you can safely keep your Dragonfly from falling off the jack stand if you happen to bump up against something. Al built a nice plywood box (probably out of scraps again) and put a piece of foam on the top to keep
from scuffing the paint on the bottom of the canard. This is an excellent way to support your Dragonfly while
you are working on it...much better than the wood and foam blocks that I recently used.
I really appreciate the tips that Al provided, hopefully many of you will find them useful—THANKS AL!!!
Al provided me a few photos, a couple of hand drawn sketches, and some text to describe what he was showing me. This is the kind of stuff that makes the DBFN yours. I would ask for each of you to take a few minutes and send me an email or letter with a few photos telling me what you are up to with your Dragonfly. It
might not make it in the next DBFN, but if I think it will help other builders or flyers you can bet that it will
make it in a future newsletter. THANKS AGAIN AL!!!
Jeff
DBFN 122 PAGE 10
Hard Copy DBFN Archive
I have found a cheaper and hopefully more professional way to do the hard copy back issues of the DBFN. I
have found a local source that will print and bind the newsletters with a spiral binding. There will be a total of
6 volumes to keep the thickness of the documents manageable, all total there is almost 1400 pages of newsletters. Volume 1 will contain issues 1-31 (269 pages), volume 2 will contain issues 32-46 (220 pages), volume 3
will contain issues 47-65 (226 pages), volume 4 will contain issues 66-88 (217), volume 5 will contain issues
89-106 (218 pages) and volume 6 will contain issues 107-124 (216 pages). The obviously useless information
has been deleted to reduce the cost.
This will be much better than me standing at the copy machine (for hours) and it will even be cheaper and
more useful since the newsletter will have a spiral binding. The volumes will have a clear plastic front cover
and black vinyl back cover. The old newsletters have some very interesting and useful information; a complete set of newsletters should be part of your library if you are building a Dragonfly.
Since several people have expressed an interest in the archive, a mass-purchase price is going to be less than I
originally quoted. The introductory price is going to be $120 USD (just 97 cents per issue) plus shipping for
all 124 DBFN issues. I say all 124 DBFN issues, but as of today only 122 issues have been published. I hope
to have enough material to get #123 out the door before 20 NOV and I am going to do my best to get 124 completed before 15 DEC. To take advantage of the cheaper media mail rate for guys in the US, I will probably
have to split the shipment into 2 different packages to keep the weight below 10 pounds.
This introductory price is only good for this initial mass purchase. After this initial offering is complete, the
normal price (as of 18 OCT 06) is going to be $135 plus shipping for all 6 volumes. I am a very trusting guy,
but I am not going to go out and purchase these newsletter archives that I have not received payment for. I do
not want to spend my money on something that is just going to take up space and collect dust. Please email
me at jeffrey.letempt@us.army.mil or call me at work (573) 596-0165 or at home (573) 364-2545 (before
2030 central time please) with your address and I will calculate a total delivered cost for you. There are several people who are chomping at the bit to get their back issues so I do not want this to drag out for several
months. The deadline for this special offer is going to be 31 DEC 06, so if you want to take advantage of this
offer you better not drag your feet. Once I get at least 5 orders I will send off the order to the print shop.
I want to make sure that everyone knows that the reproduction quality of issues 1-31 is not perfect. Many of
those early issues were printed on pastel colored paper, all were (probably) done on a typewriter in a small
font, and most of the pictures were dark. They did a good job with the technology they had (except for those
pastel colors). What this means is that most of the pictures in these reprints will not be of much use since they
are so dark. All of the text is readable and all of the line drawings are completely usable, just the photos (very
little technical value) are basically worthless. Ok…some of the pictures are ok, but I want you to know right
up front that most will not be of much use (there were not all that many photos in these newsletters).
Personal checks and money orders are ok. I can not accept credit cards, but I can gladly accept PayPal payments for an additional 2.9% + 30 cents (this is what PayPal charges me). You can use PayPal to pay with
your credit card. Of course I would encourage everyone to take this opportunity to renew their DBFN subscription for 2007 at the same time.
Before the next DBFN comes out I hope to have the details of the DBFN electronic archive worked out.
Jeff
DBFN 122 PAGE 11
Subscriber's Information
Classifieds
For Sale: Dragonfly MKIIH.
Engine: Modified
HAPI/VW with pulley
driven alternator, Airflow
performance fuel injection,
etc. Engine and airframe
170 hrs. The aircraft is
located in Norway, all
ways hangared and in good
condition. For more information, pictures etc. contact Torvid Lensebakken via email
lensebakken@telefonica.net
For Sale: NACA Flush Inlets designed for 1/2" sandwich structures. These make a good looking functional inlet to replace the hand
carved per plans ones. Inlets are $40 per pair, plus $4.00 shipping. Note:
Spinners no longer available. Contact Charlie Johnson, 2228 East 7875
South, Ogden UT 84405 (801)-479-7446 or email OneSkyDog@aol.com
For Sale: Composite spinners for the Dragonfly $180.00. Call Tim at
310-386-8354 or email dflypilot@yahoo.com
For Sale: Polystyrene Blue Foam For Sale – Make offers – Some of the
foams have already been professionally hot wired - canard, wing, rudder,
elevator etc. Some are blank/uncut. Also have ½ “ Clark foam Located at
the South Lakeland Airport (X49) in Florida. Pictures and more detail
available via email request. (863) 646-2612 or email at
cgentry12@msn.com
For Sale: Dragonfly Fuselage For Sale -- $600 Firm -- This includes fiber glassed sides, bottom, front and rear turtle decks, fuel tank/seat, engine
cowl, motor mount and bulkheads. This would be a good start for someone. Just start putting it together. Located at the South Lakeland Airport
(X49} in Florida. Pictures available via email request. (863) 646-2612 or
email cgentry12@msn.com
For Sale: Dragonfly MK-I
converted to hoop
gear. Porsche 1800 engine
(big VW) converted to
2400 with parts from Great
Plains. Airframe complete
& wings & control surface
mounts
are
finished. Cleveland wheels &
brakes. Ed Sterba prop.
Nearly complete. Asking
$10,000. Call 815-397-1533 or email stieggrinding@aol.com
DBFN 122 PAGE 12
Dragonfly Builders & Flyers Newsletter (DBFN) is currently published Bimonthly at a rate of $3.50 per issue /
$21.00 per year in the US, $3.75 per
issue / $22.50 per year in Canada,
Alaska and Mexico, and $4.60 per
issue / $27.50 per year (US funds) per
year for foreign subscribers. Send
remittance to and make payment payable to:
Jeffrey A. LeTempt
1107 Murry Lane
Rolla, MO 65401
(573) 364-2545
letempt@fidnet.com
For hard copy back issues send $4.00
for each issue to Jeffrey A. LeTempt
at the above address.
Issues #89 through #106 are available
electronically from Pat Panzera for
$4.00 each.
Patrick Panzera
PO Box 1382
Hanford CA 93232-1382
(559) 584-3306
panzera@experimental-aviation.com
Ideas and opinions expressed in
DBFN are solely those of the individual author. The information is for
entertainment only! Application of
these ideas and/or suggestions contained in DBFN are the sole responsibility of the experimental aircraft
builder, and should be applied at
one's own risk. Application of any of
the instructions or ideas contained in
DBFN could result in injury, death, or
worse.
Letters, pictures and computer supplied data submitted to DBFN are
subject to final screening by DBFN /
Jeff LeTempt, and may be restricted,
deleted, revised or otherwise edited
as deemed necessary for content or
space requirements. Materials will be
re-turned by request only, and with
the proper postage paid.